Change-speed gearing.



P. JANZON.

CHANGE SPEED GEAHING.

APPLICATION FILED MAY 21, 1912.

f M [s Mm e Y m m W P P Q P. JANZON.

CHANGE SPEED GEARING.

APPLICATION FILED MAY 21.191 2.

P. JANZON.

CHANGE SPEED GEARING,

APPLICATION FILED MAY 21.1912.

Patented M21112, 1915.

3 SHEETS-SHEET 3.

Fig.8.

PAUL JANZON, OF BERLIN, GERMANY CHANGE-SPEED GEARING.

Specification of Letters Patent.

Patented Mar. '2, 1915.

Application filed May 21, 1912. Serial No. 698,758

To all whom it may concern Be it known that I, PAUL J ANZON, a citi zen of the German Empire, residing at Berlin, Germany, have invented certain new and useful Improvements in Change- Speed Gearing, of which the following is a specification.

This invention is the result of an attempt to design a change speed gear which, while being of simple and compact construction, can be used for many purposes, shall have a good efficiency and can be operated quickly, easily and in a reliable manner.

Three constructions of the change speed gear according to this invention are illus trated by way of example in the accompanying drawings, in which- Figure 1 shows the first construction in section, Figs. 1 to 1 are cr0ss sections through a controlling shaft of the gearing at the several places in its length where recesses are therein provided. Fig. 2 shows details of the mechanism, Fig. 3 shows the second construction in section, Figs. 1-7 are detail views of the second construction while Figs. 8-10 show the third construction in a longitudinal and two cross sections.

In Fig. 1, 2 is the driving shaft mounted in the casing 1 and driven in any desired manner, for instance by means of the belt pulley 3. The movement of the shaft 2 is transmitted by pairs of wheels 4 -5, 67, 89 to the countershaft 10, and from the latter, by the pairs of wheels 11-12, 13-14 to the shaft 15 to be driven. The throwing in and out of gear of the necessary pairs of wheels for the rate of transmission or speed required at the moment, is effected in the known manner by lateral sliding of the wheels, until they are brought into or out of engagement, or also, as shown by way of example for the pair 11-42, by moving a claw clutch 16. In the drawing, only the wheels or clutch halves mounted on the shaft 10, are shown adjustable, while'the Wheels on the shafts 2 and 15 are held in their position by screws. The wheels on the shaft 10 could of course be fixed, and the wheels on the shafts 2 and 15 adjustable or provided with a clutch. The countershaft could also be done away with, or, in case for instance of very high gears, several countershafts could be used.

The new change speed gear is obtained by the combination of any desired arrangement of wheels with the devices hereinafter described, all or some of which are required, according to the use of the mechanism.

For moving the wheels 5, 7, 9, 13 (Fig. 1), or the clutch half 16, or (in case of friction clutches) of a corresponding disengaging sleeve on the shaft 10, provided on their hub with a recess, are used disengaging arms 17 engaging with the recesses of the hubs of the wheels or of the clutch halves, and in their turn adjustably arranged on a spindle or bar 18. One of the said disengaging arms is shown in Fig. 2 in side elevation. Parallel to the spindle 18, is mounted in the casing a spindle 20 rotatable by means of a hand wheel 19. In the arms 17 are mounted shooting bolts 21 which are pressed with their heads, by means of springs 22, against the spindle 20, or recesses 23 and 21 provided at given points of the said spindle.

On the other hand the spindle 18 is provided with recesses 25, and the length of the shooting bolts 21 is calculated in such manner that either the head end of the bolt must engage with a recess 23 or 24, or the bottom or foot end with a recess 25.

In Fig. 2, the head end is in a recess 23, and it will be seen that, by rotating the spindle 20, the shooting bolt will be moved upward, with simultaneous compression of the spring 22, so that its foot will engage with the recess 25 of the spindle 18, as the recess 23 does not extend over the whole circumference of the spindle 20.

Owing to the engagement of the shooting bolt 21 with the recesses 25, the corresponding arms 17 will be coupled to the spindle 18 which can be moved in its longitudinal direction by means of a lever 26, that is to say, the said arms will be caused to participate in any longitudinal-movement of the said spindle 18, while the other arms, the shooting bolts of which are in engagement with the recesses 23 or 24 of the spindle 20 which is not adjustable in its longitudinaldirection, will be thereby held back.

In Fig. 1, the wheel pairs 45 and 11-12 are shown with a rate of transmission 1:1. When these pairs are thrown in, the shaft 15 will rotate with the same speed as the driving shaft 2, and this corresponds to the speed I of the gear. Speeds II-IV correspond to transmissions as follows: speed II to the transmission by the pairs 6 -7 and 1112, speed III to the transmission by the pairs 8-9 and 11- 12, speed IV to the transmission by the pairs 4-5 and llt 1314, speed V to the transmission by the pairs 67 and 13-14, speed VI to the transmission by the pairs 89 and 1314.

If it is desired to throw in a certain speed, for instance the second speed, the following is necessary: First of all, the toothed Wheels, clutch parts, disengaging arms, the spindle 18 and 20 as well as therecesses or slots on the latter must be in the relative position to each other as shown in Fig. 1. The spindle 18 has been moved into its outermost position on the right by means of the lever 26. In that position, the shooting bolts 21, the recesses 25, as Well as the portions of the spindles 20 provided with the recesses 23 and 24, must be exactly opposite ea'ch other, and all the pairs of Wheels must be out of gear. The exact shape and relative position of the recesses 23 and 24 are shown in the cross-sections of the spindle 20 shown in Fig. 1 immediately under the said spindle. The roman figures IVI on the cross-sections, indicate which portions on the circumference of the spindle become operative when any one of the speeds I-VI is to be thrown in. If therefore the speed II is to be thrown in, the spindle 20 must be rotated by the hand wheel 19 until its circumferential points II are in the position shown in Fig. 1, that is to say, facing upv ward. In that way, owing to the pushing upward of the corresponding shooting bolts, only the disengaging arms 17 corresponding to the wheel pairs 67 and 1112, will be coupled to the spindle 18, while the shooting bolts of the other arms will remain in.

the recesses of the spindle 20. The throwing into gear of the wheel pairs 6-7 and 11-12, that is to say, of the second speed, is. then effected simply by sliding the spindle to the left by means of the lever 26, while in order to disengage again, the spindle is moved to the right.

As only one definite rotation of the spindle 20 corresponds to each speed IVI, it is impossible to throw into gear two speeds simultaneously. It is also impossible for the wheels to get mixed, as the disengaging arms 17 are coupled and secured to, or moved with, either the spindle 18 or 20, on the ro-.

tation of the latter also temporarily to the two spindles in the previously intended manner.

It is obvious that the mounting of the dis engaging arms 17 on spindle 18 as common carrier has the effect that the guiding elements of the arms on the spindle or rod 18 need not to be very long, so that a tolerably compact construction is possible. A still greater compactness is obtained by the con struction illustrated in Figs. 37 of the drawings. I p

In the casing 27, Fig. 3, are mounted the dri ing shaft 28, the driven shaft 29 as well as the centre) spindle 30. In this case as well, the shaft 28 is assumed to be driven by a belt pulley 31 whichfcan rotate at any desired speed. The movement of the shaft 28 is-here transmitted without the use of an intermediate shaft, by the wheels 3233 to 42-43, to the shaft 29. All the wheels are again shown in the disengaged position, namely in such manner that for throwing one pair into gear the wheel on the driving shaft must be shifted to the right, while the corresponding wheel on the driven shaft remains in its position. It goes without saying that the arrangement could also be reversed.

The wheels are so close together that each wheel, except wheel 42, cannot be shifted directly into engagement with its corresponding wheel. If for instance, it is. desired to slide the wheel 36 to the right for bringing it into engagement with the wheel 37, it is necessary to shift simultaneously to the right also the wheels 3843. A little consideration will show that the wheel 33 always remains in its position, that is to say, it can be secured to its shaft, while the wheel 42, on the engagement of any desired pair, is always simultaneously moved to the'right, and on the disengagement, always to the left. It will also be seen that, with the exception of the wheel 42-, the wheels will be always shifted in pairs, namely in such mannor that the wheel 43 will be always moved with the wheel 40, the wheel 41 with the wheel 38 and so on. The disengaging arms for moving the wheels can therefore be made in couples in one piece, so that there will be five double arms 4448. Only the arms 49 for sliding the wheel 42 will remain single.

The correct position of the spindles 29, 28,

trol spindle 30 which therefore must be mounted so as to be rotatable, as well as longitudinally adjustable. The rotation of the spindle is effected by means of a hand Wheel 50, the longitudinal movement, say,by means of a lever 51. ,The coupling of the spindle 30 to the disengaging arms 44 to 48 adjustably mounted on the same, isagain effected in this case by means of shooting bolts 52,- the length of which is again calculated in such manner that they must either engage with their head end with the recesses 53-57 of the spindle 30, or with their foot end with the holes 58 of the wall of the casing. The disengaging arm 49 which must be always shifted at the same time rests, on the one hand against a projection of the spindle 30, and on the other hand against the hand wheel 50 mounted on the said spindle. The

hand wheel 50 is provided on its circumference with six recesses which are preferably provided with figures I-VI in accordance with the six speeds of the gear (Fig. 4).

Ablock 61 provided with a projection 59 and a recess 60 (Figs. 3 and 4) is used as an index, and at the same time asa guarantee that it will be possible to rotate the spindle 30 only when it is in its outermost left hand position, that is to say, the Wheel 50 in the recess 60, and that it will be possible to move it in its longitudinal direction only when the projection 59 is opposite a recess of the hand wheel 50. Fig. 5 shows the recesses 53-57 on a. development of the outer surface of the spindle 30, and the circumferential segments used, in throwing into various speeds, for adjusting the shooting bolts, are marked accordingly with the figures I to VI. The wheel 42 is secured by a screw to the shaft 28, so that the latter must always participate in the longitudinal movement of the spindle 30. The left hand end of the shaft 28 slides in a sleeve 62 mounted in the easing 27 and capable of being coupled, by means of friction clutches, either to the driving pulley 31 or to the ratchet wheel 63. The clutches shown in the drawing by way of example, are clutches with expanding rings, and the longitudinalmovement of the shaft 28 is at the same time utilized for throwing the two clutches into and out of gear. If the shaft is moved to the left, the spring 64 provided with a beveled face, will press the pin '65 outward. The wedgeshaped end of the said pin (Fig. 7) spreads out the ring 66, so that the outer cylindrical surface of the ring engages-with the inner surface of the ratchet wheel 63 and couples the latter by friction to the sleeve 62 or to the shaft 28. If the latter is moved to the right. the spring 67 will press outward the pin 68, the ring 69 will be spread out, and in'that way the belt pulley 31 coupled to the shaft 28. inally, on the hub of the ratchet wheel 63 is mounted a slowly rotating wheel or pulley 70, which part takes up in a reliable manner, by means of a pawl 71, a pressure of the ratchet wheel in the direction of the arrow (Fig. 7), and on the other hand can rotate the ratchet wheel itself in the direction of the arrow only by friction which can be regulated, for instance, by the spring controlled washer 72 and the nut 73.

The position of wheels shown in Fig. 3, in which all the pairs of transmission wheels are out of gear, is obtained simply by moving the arm 49 with the spindle 30 to the left by means of the lever 51, until the hubs of all the arms come into contact, or the hub of the arm 44 strikes the bearing 74 of the shaft 30. The wheels are then held fast in a reliable manner in their disengaged position, even should there still remain a clearance between their hubs.

The process for throwing into gear any desired pair of transmission wheels is as follows: If, for instance, it is desired to throw 'into gear the transmission pair for the third speed, that is to say, the third pair of wheels 3637,' the hand wheel 50 is first rotated, in such manner that its recess III comes opposite the finger 59 of the index 61. In that position the circumferential segment IH (Fig. 5) of the spindle 30 is opposite the shooting bolts 52, namely in such manner that the recesses 55, 56, 57 receive only the shooting bolt heads of the forks 46, 47 and 48, while the bolts of the forks 44, 45 are pressed by the cylindrical surface of the spindle 30 with their foot end into the holes 58 of the wall of the casing. If the spindle 30 is moved to the right by means of the lever 51, the forks 46-49 and therefore also the wheels 36, 3843, as well as the shaft 28, will also be moved to the right, and in that way, as the other forks and wheels remain in theirposition owing to their being coupled to the wall of the casing, the engagement of the wheel pair 3637 will be obtained.

As already stated, in the left hand position of the shaft 28, the latter, or the sleeve 62, is coupled to the ratchet wheel 63 which is caused to participate in the movement of the slowly rotating belt pulley in the direction of the arrow, only by friction. This friction is regulated by means ofthe nut 73 in such manner that it is just suflicient for the purpose of rotating the shaft'28 and any intermediate shafts that may be existing, until the wheels to'be thrown into gear, begin to come into engagement. When the engagement has been brought about, thepulley 70 will slip on the ratchet wheel 63, in case the shaft 28 has to overcome a strong torque. The tooth pressure, and therefore also the friction on the teeth and on the springs 64 and 67 at the beginning of the sliding of the shaft 28, will be therefore less than the complete working pressure proe duced by the pulley 31, so that the slidingwill be facilitated, and a breaking of the teeth avoided. Only at the last moment, when the spring 64 releases the pin 65, and the spring 67 couples the shaft 28 to the pulley 31 by means of the pin 68, the tooth pressure will reach its full strength.

It will be seen that in the described throwing into gear of the pair for the third speed, the wheels 39, 41, 43 will slide idly on their spindle and therefore easily. It will be further seen that, as the wheels 36, 38, 40, 42

slide with their shaft '28, and the disengaging arms 46-49 with the spindle 30 supporting them, any canting of these wheels and arms on their spindles during the throwing into gear will not be an obstacle. Finally, the wheels 32 and 34 are rotating idly, and the forks 44 and-45 are held by their shooting bolts close to the hub, so that also these parts will notofier any great resistance to themovement of the shaft 28 to the right, in spite of the short hubs of the wheels and of the short guides for the disengaging arms on the spindle 30. The same thing happens during the throwing out of gear of the transmission. pair for any desired speed, which is effected simply by shifting the spindle 30 to the left by means of the lever 51.

\Vhen the gearing is working at a high speed, that is to say, the shafts 29 and 28 do not stop at once after the throwing out of gear of a transmission pair, it is advisable to make provision for braking the shafts, as otherwise, in case of an immediate reengagement, there will be risk of the teeth breaking. The braking of the shaft 29 is effected for instance by means of a brake disk 75 mounted on the same, the brake band of the said brake being tightened by the movement of the arm 49 to the left (Fig. 3). The momentum of the shaft 28 or of the wheels mounted on the, same, is braked by coupling to the ratchet wheel 63 which is' prevented by the locking pawl 71 from rotating in the direction of the arrow at a greater speed 1 than the slowly rotating belt pulley 70. The

pulley rotates, like the pulle 31, in the direction of the arrow. If the c ange speed gearing is to be provided with left and right hand motion, for instance for driving screw cutting lathes, the locking must be effected in both directions.

It is obvious that a transmission member like shaft 15 shown in Fig. 1 could also be added to the modifications shown in Figs. 3-7 for increasing the number of speeds.

The throwing in and out of the gear in the manner appearing from Fig. 1 shows the drawback that on changing one speed gearing 85 to 89 to the sleeve 90 and driven wheel 91 so that the last named wheel can be rotated at ten different speeds.

The throwing out and in of the'wheel pairs 7680 is now effected as in the case of the. constructions shown in Figs. 1 to 7, by means of a disengaging rod or shaft 92 in such away that by turning this shaft the double arms 93 (Figs. 8 and 9) are coupled by the shooting bolts and recesses 95 so that on shifting the shaft 92 longitudinally by the lever 96 also the coupled double arms 93 Figs. 8 to 10 show a construcentering the recesses of the wheel hubs or the single arm 97 are moved whereby the'cooperating wheels 7 680 are thrown into or out of disengagement.

"In the construction in Fig. 8, there are always two recesses 95 provided on opposite sides of the shaft so that a cross section through said shaft which meets one recess 95 on the one side of the shaft meets at the same time a second recess 95 on the opposite side. Fig. .8, of course, can only show one set ,of recesses 95, the other set lying on the opposite or rear side.

The disengaging shaft 92 carries a roller, 101 provided with cams 98, 99, 100 which can be rotated by shaft 92 without however partaking of the longitudinal shifting of said shaft. The cams 98 and 99 move the wheel 88 or the coupling 84: by means of the levers 102 or 103 (Fig. 10) in such a manner that each time after half a rotation of the shaft 92 either the wheel 88 is brought into engagement with the wheel 89 or this pair of wheels is brought out of engagement and the coupling 84 is thrown in.

The recesses 95' on the shaft 92 are arranged in such a manner that each of them has a counter-recess on the opposite side of the circumference of the shaft so that each pair of wheels 7 6-80- can be thrown in as well when the gearing 8589 is thrown in as when said gearing is thrown out. fore five different speeds of the wheel 91 can be obtained while the gearing 8589 is thrown out and five speeds when said gearing is thrown in. The gearing 8589 there fore needs only to be thrown out or thrown in when one of the five speeds of the one group is changed to a speed of the other group whereas the gearing 8589 needs not to be thrown out and thrown in when a speed of the one group is changed to another speed of the same group. v

The shaft 92 can only be rotated for instance by the hand wheel 104; when by shifting the shaft92 toward the right side all wheel pairs 76-80 are brought out of engagement and the fixed index 105 does not enter a tooth gap ofthe wheel 106 mounted on shaft 92.

When the wheel pairs 7 680 are however out of engagement with each other the shafts 83 and 87 are at rest so that the coupling 84 or the wheel pair 88, 89 can not be thrown in by rotation of the roller 101 under normal conditions. For this reason the cam 100 on roller 101' is used to actuate at a certain moment the shafts 83-87 by the continuously rotating shaft 82 said actuation being stopped when the coupler 84 or the wheel pair 88, 89 has been thrown in, in other words, if it is intended to throw in for instance the gearing between wheels 88 and 89, and shafts 87 and 83 are at rest, it would not always be possible to throw in the gearing by sliding displacement of it is necessary to provide for a short rota'-.

tion of shaft 83. This is done by momen tarily drawing wheel 80 on shaft 83 toward the corresponding wheel 80 on shaft 82. This brings shaft 83 and therefore coupling 84 and wheel 89 into rotation so that onbetween parts 88 and 89 or-Sl and as the case may be. The said momentary actua: tion is preferably effected by means of the wheel 80 on shaft 83 wh'ch under ordinary circumstances is immova 1y mounted on its shaft which however for the said purpose is caused to be shifted by the fork 107 of the slide piece 108. pressed against the camlOO by means of the spring 109, the cam being so shaped that each time after half a rotation of the roller 101 the slide piece 108 is moved to and fro in a short time interval whereby the elements of the wheel pair 80 arebrought into engagement for a moment producing a rotation of the shafts 83 and 87.

What I claim is:

'1. In a change speed gearing, gear mem-' bers arranged in two sets and axially movable with relation to each other and adapted to cooperate with each other, a longitudinally shiftable adjustment shaft or rod, actuating members for shifting at least one set of said gear members mounted on said adjustment shaft, said actuating members and said adjustment shaft arranged slidably with relation to eachbther, the said actuating members provided with transversely slidablemembers for controlling the shifting movement of the actuating members on the adjustment shaft and means controlling the adjustment of said transversely slidable members.

2. In a change speed gearing, gear members slidable with relation to each other arranged in two sets adapted to cooperate with each other, a longitudinally shiftable and rotatable cam shaped adjustment shaft or rod, actuating members for said gear The slide piece 108 is members loosely mounted on said adjustment shaft and provided with transversely slidable members actuated by the cam structure of said adjustment shaft and adapted to control the movement of its carrying members.

, 3. In a change speed gearing, a' driving and a driven shaft gear wheels shiftable thereon and adapted to mesh with each other in pairs and actuating members for shifting said wheels on said shafts the wheels being arranged so close together that 'on shifting one wheel on a shaft for bringing it into engagement with its cooperative wheel at the same time all the other wheels on the shafts in front of the shifted wheel are likewise shifted.

34. In a change speed gearing a driving and a driven shaft gear wheels shiftable thereon and adapted to mesh with each other in pairs, an adjustment shaft, gear wheel actuating members shiftably mounted on said adjustment shaft in such a manner that in disengaged position of all the gear wheels each two adjacent gear wheel actuating members contact with each other.

5. In a change speed gearing a driving and a driven shaft gear Wheels shiftable thereon and adapted to mesh with each other in pairs an adjustment shaft, gear wheel actuating members shiftably mounted thereon the members provided 1 with two arms, one of same cooperating with a wheel on the one of the two gear wheel carrying shafts and the other with a wheel on the second shaft, the last wheel being adjacent to the wheel adapted to be brought into engagement with the wheel actuated by the first arm.

- 6. In a change speed gearing a driving and a driven shaft gear wheels shiftable thereon and adapted to mesh with each other in pairs, a countershaft gear device adapted to cooperate with said driven shaft a longitudinally shiftable and rotatable adjustment shaft adapted to throw the gear wheels 'onthe driving and driven shafts'and the counter shaft gear device into and out of operation.

7 In a change speed gearing a driving and a driven shaft gear wheels shiftable thereon and adapted to mesh with each other in pairs, a counter shaft gear device adapted to cooperate with said driven shaft a longitudinally shiftable and rotatable adjustment shaft for throwing in and out the gear wheels on said driving and driven shafts, a cam shaped roller or sleeve unrota'tably mounted on said adjustment shaft and not participating in the longitudinal shifting movement of said shaft adapted to throw in and out the countershaft gear device.

8. In a change speed gearing a driving and a driven-shaft gear wheels shiftable thereon and adapted to mesh with each other in pairs, a countershaft gear device adapted to cooperate with said driven shaft a longitudinally shiftable and rotatable adjustment shaft adapted to throw the gear wheels on the driving and driven shafts and the counter-shaft gear device into and out of operative connection and means actuated by'the rotative movement of the adjustment shaft to momentarily couple an actuating member with a shaft of the counter-shaft gear device for initiating its movement.

9. In a change speed gearing a driving and a driven shaft gear wheels shiftable thereon and adapted to mesh with each other in pairs, a countershaft gear device adapted to cooperate with said driven shaft a longitudinally shiftable and rotatable adjustment shaft adapted to throw the gear wheels on the driving and driven shafts and the countershaft gear device into and out of operative connection and means actuated by the rotative movement of the adjustment shaft to momentarily couple an actuating member with a shaft of the countershaft gear device for initiating its movement, said means comprising a member for shifting a normally unshiftable gear wheel so as to begin to mesh with its coordinated wheel on the other shafhand to then shift it back to its normal position.

In testimony whereof I afiix my signature n presence of two witnesses.

J ANZON.

' \Vitnesses:

HENRY HASPER, VVOLDEMAR HAITPI". 

